A variable air intake apparatus in accordance with the present invention includes an valve configured to open a through hole formed at a duct body when an engine is driven at a high output to change a path of air introduced into the engine depending on an engine RPM, in which a magnet is mounted on any one of the valve and the duct body and a steel member is mounted on the other one thereof to maintain a state in which the valve closes the through hole, and a buffering member is mounted on any one of the valve and the duct body to prevent generation of hitting sound that is generated when the valve hits the duct body.

A method and system to control an engine brake of a vehicle is provided. The vehicle is provided with a combustion engine having cylinders, an exhaust pressure governor (EPG) regulating the air flow out of the cylinders, an intake air throttle valve (ITV) regulating the air flow into the cylinders, pressure sensing means for sensing a pressure downstream of the cylinders, wherein an engine braking torque can be regulated in two different engine braking modes (a, b), a first engine braking mode (a), in which the air flow through the EPG is regulated by a closed loop control using the pressure downstream of the cylinders and the ITV is regulated in a feed forward control dependent of the engine speed and a demanded brake torque; a second engine braking mode (b), in which the EPG is regulated in a feed forward control dependent of the engine speed and the demanded brake torque, and the ITV regulates the braking torque by a closed loop control using the pressure downstream of the cylinders.

Methods and apparatus relate to air handling for an internal combustion engine system, particularly utilizing premixed air and fuel. The engine system includes an intake air throttle (IAT) having a position set in response to the engine speed and a variable valve timing module having an intake valve timing set in response to the engine load. The variable valve timing module may be a cam phaser having a position at or between full retard and full advance positions. The engine system may operate in a transient mode or a fuel efficiency mode. The IAT position is adjusted in response to an engine speed error value or set at full throttle. The cam phaser position is adjusted in response to a pressure difference across the IAT, the engine speed, or is set to a limit position.

An electronic governor system includes a motor, a transmission coupled to the motor, a throttle plate coupled to the transmission, the throttle plate movable to multiple positions between closed and wide-open, wherein power is supplied to the motor to move the throttle pate to a desired position and wherein power is not supplied to the motor to maintain the throttle plate in the desired position.

A gas turbine engine includes a fan, a fan drive gear system coupled to drive the fan about an engine central axis, a compressor section including a first compressor and a second compressor and a turbine section. The turbine section includes a first turbine coupled to drive a first spool. The first spool is coupled at a first axial position to a compressor hub that is coupled to drive the first compressor. The first spool is also coupled at a second, different axial position to a fan drive input shaft that is coupled to drive the fan drive gear system. The turbine section also includes a second turbine coupled through a second spool to drive the second compressor. A sensor probe is operable to determine a rotational speed of the first spool. The sensor probe is located at a third axial position that is axially forward of the first axial position and axially aft of the second axial position.

Methods and systems are provided for adjusting a throttle during deceleration fuel shut off (DFSO). In one example, a method may comprise controlling a position of a throttle in an air inlet of an engine propelling a vehicle, in relation to vehicle operator commands, and during a deceleration fuel shut off mode, increasing opening of said throttle independently of said operator commands when speed of said vehicle is or is expected to fall below a desired speed or desired speed trajectory.

Methods and apparatus relate to air handling for an internal combustion engine system, particularly utilizing premixed air and fuel. The engine system includes an intake air throttle (IAT) having a position set in response to the engine speed and a variable valve timing module having an intake valve timing set in response to the engine load. The variable valve timing module may be a cam phaser having a position at or between full retard and full advance positions. The engine system may operate in a transient mode or a fuel efficiency mode. The IAT position is adjusted in response to an engine speed error value or set at full throttle. The cam phaser position is adjusted in response to a pressure difference across the IAT, the engine speed, or is set to a limit position.

Methods and systems are provided for adjusting a throttle during deceleration fuel shut off (DFSO). In one example, a method may comprise controlling a position of a throttle in an air inlet of an engine propelling a vehicle, in relation to vehicle operator commands, and during a deceleration fuel shut off mode, increasing opening of said throttle independently of said operator commands when speed of said vehicle is or is expected to fall below a desired speed or desired speed trajectory.

An apparatus and a method for controlling intake surge noise of an engine of a vehicle are provided to suppress generation of noise due to an intake surge using an opening/closing location of a throttle valve and a time control when an intake surge pressure is generated. In particular, surge pressure and surge noise are removed by excluding an existing anti-surge valve or an existing intake purge valve, and determining whether intake surge generation conditions including a fuel supply state, intake pressures at front and rear ends of a throttle valve, a vehicle speed, and an engine speed to control an opening degree of the throttle valve for a predetermined time period.

A vehicle includes: a driving source; a rotation sensor that detects a rotational speed of the driving source; control circuitry; and an actuator that operates the driving source. When the rotational speed of the driving source has exceeded a preset upper threshold, the control circuitry executes suppression control that suppressed an output power of the driving source in comparison with before the rotational speed of the driving source exceeds the upper threshold. In the suppression control, the control circuitry gives to the actuator a command that makes the output power of the driving source suppressed in comparison with before the suppression control is executed, in accordance with an excess degree set in relation to an excess time period that is a time period in which the rotational speed of the driving source has exceeded the upper threshold.